Draft attachment for railway cars



G. T. JOHNSON DRAFT ATTACHMENT FOR RAILWAY CARS 3 sheets-sheet 1 Filed March 3, 1938 Oct. 7, 1941.

2 QS` nlvunlmul DRAFT ATTACHMENT FORRALWAY CARS v I 1938 3 Sheets-Sheet E,

Filed March 5;

Oct. 7, 1941.

Oct. 7, 1941. G. T. JOHNSON i DRAFT ATTACHMENT FOR RAILWAY CARS Filed March 3, 1938 Patented Oct. 7, 1941 DRAFT ATTACHMENT FOR RAILWAY CARS George T. Johnson, Columbus, Ohio, assignor to The Buckeye Steel Castings Company, Columbus, Ohio vApplication March a, 193s, serialN0.193,7s3

(o1. s-42o) Claims.

This invention relates to improvements in draft attachments for railway cars and the like. Y

The primary purpose of the invention is to provide a draft attachment structure having a considerable saving in weight over the conventional riveted constructions, either in Grade B steel or high tensile steel.

Another-object is to furnish a draft attach- `ment which eliminates plates heretofore employed, and thereby not only reduces weight, but economizes on the time and cost of welding.

A still further object is to supply a draft attachment including a bolster center ller designed to facilitate welding.Y

With the foregoing objects outlined and with other objects in view which will appear as the description proceeds, the invention consists in the novel features herein after described in detail, illustrated in the accompanying drawings, and more particularly pointed out in the appended claims.

In the drawings:

Fig. 1 is a top plan view of one form of my draft attachment, partiallyin horizontal section, the v section being taken on the line I-I of Fig. 2.

transverse section, the section being taken on the line 3-3 of Fig. 2.

Figs. 4, 5 and 6 are views similar to Figs. 1 to 3 inclusive, but illustrating a modification.

Fig. 7 is a top plan view partly in transversey horizontal section of another lmodification of the bolster center filler and rear draft lug casting; the section being taken on the line 'I-l of Fig. 8. Fig. 8 is a longitudinal vertical sectional view of such casting taken on the line 8--8 of Fig. '7. Fig. 9 is a front elevation of the casting partly in transverse vertical section; the section being taken on the line 9-9 of Fig. 8.

Referring to the embodiment of the invention illustrated in Figs. 1 to 3 inclusive, 1 designates the center draft sills which include vertical walls 8 having inwardly extending top flanges 9 and outwardly extending bottom flanges I0; the top flanges of the two sills being secured together by suitable means such as welded joints II.

My improvements are illustrated in connection with an A. A. R. alternate standard swivel shank coupler I2 and swivel yoke assembly I3, and includes lightweight draft castings which are attached to the draft sills by welding or'the equivalent thereof.

'I'he bolster center filler and rear draft lug casting I4, in accordance with the present invention, does not have conventional parallel side walls, but substitutions for these walls are formed by the vertical walls of the center sills.

As is customary, the transversely disposed vertical fronts of the rear draft lugs l5 are arranged in spaced relation at the front of the casting I4, and they are, in the present instance, `welded to the draft sills at I6. These lugs are reinforced by upper and lower long ribs I'I and I8 arranged symmetrically about the longitudinal center of the casting and merging at their rear ends at the rear end of the casting, as indicated. at I9. These ribs form braces against the top of the center sill, which adequately take care of the eccentricity of bufling stresses with reference to the neutral axis of the draft sills.

The ribs II areY welded to the flanges 9 at 29, and their outer side edges are welded to the walls 8 at 2I. The outer side edges of the ribs I8 are also Welded to the walls 8 at 22.

The ribs. forming each ybrace are reinforced by short transverse lvertical ribs 25 which have their outer side edges welded to the walls 8 as indicated at 26.

' At the rear end portion of the casting, a transverse vertical wall 2l extends entirely across the casting from one wall 8 to the other, and it is welded to the flanges 9, as indicated at 28, and to the walls 8 as indicated at 29.

v Other transversely extending vertical walls 30, 3|, of less height than the casting, extend in spaced relation entirely across the casting from one wall 8 to the other, and the walls 30and 3I have their side edges secured to the walls 8 by Welded joints indicated at 32.

The vertically arranged king pin sleeve 33 is positioned between the walls 38 and 3|, and is integrally connected with said walls by centrally disposed vertical ribs 34. Other transversely disposed vertical ribs 35 project from opposite sides of the sleeve and havetheir ends welded to the` walls 8 as shown at 36.

It Will be noted that the upper ends of the walls 3U, 3I merge into the long ribs I8, as in dicated at 3l and 38.

Short substantially horizontal ribs 39, 40, form part of the braces for the rear draft lugs, and extend from such lugs rearwardly to the wall 3U. Their side edges are welded to the walls 8 as indicated at 4I.

A transversely'extending front wall dla: eX- tends across the unit and merges at its upper end into the long ribs I8.

' of the striker. ,v in securing the striker in position.

From the foregoing it will-be appreciated that I have provided a strong lightweight bolster centeriiller and rear draft lug casting which, due to its'lsk'eletonform, can be readily attached vto the draft sills by welded joints.

The front lug castings 42, in accordance with the present invention,` are provided with substantially U-shaped flanges 43 which project laterally through key slots 44 in the walls 8, and are welded in position as indicated at 45 and 46. Each of these castings has other portions secured to the draft sills by welded joints indicated at 41.

In the structure illustrated in Figs. 1 to 3 inclusive, the draft sills are notched at their ends as indicated at 48 to accommodate the coupler carrier 49, and the striker casting 50. The latter is designed to extend inside the draft sills, and is arranged sothat a minimum` of shearing or notching is required. It will be noted that the top flanges 9 of the center sills extend outwardly to the front flange 5| of the striker, as indicated at 52 so -that these portions of the -v'sills overlie a rearwardly extending top rib 53 Welded joints 54 are employed A' f'Tofabricate the arrangement described, the frontA draftlug castings 42 are first positioned with reference to the ends of the sills "I, and nwelded into position. The two sides of the center sill are then intermittently welded alon'g the top centerline as indicated at II. Then the casting I4 is positioned with referenceto the front draft lugs and welded as illustrated. Afterwards, the striker. 50 Vis applied and welded.

The arrangement and construction shown in Figs. 4 to 6 inclusive is similar to that illustrated in connection with Figs. 1 to 3, with the following principal differences. The bolster center filler casting I4a is madein two parts I4b and I4c which meet along the vertical line A, B, C, VD, E, The two sections can be welded along such line in the assembling of the structure. The `advantage of having `this casting made in two pieces or sections is that they canbe positioned with reference tothe front draft lug castings 42a and welded into position before the two sills y 1a are welded together, and therefore, more room is available for welding the sections of the bollster center filler to the sills.

In this modification, the front draft lugs are similar to those shown in Figs. 1 to 3 inclusive, and are secured to the sills in the same general manner.

In the arrangement shown in Figs. 4 to 6 inclusive, the striker 50a is of substantially L-shape in section. Therefore, the draft sills do not have to be. notched, as the top flange 53a is horizontally disposed, andis'positioned below the top flanges 9a of the sills. Its edge is welded to the flanges 9a as indicated at 54a. The side flanges l 53o of the striker are arranged in parallel vertical planes, and they fit within the walls 8a of the sills. These flanges are welded in place as shown at 53d. n

In this modified construction, the sills do not Vhave to be notched to fit the striker, and the only punching operation in the sills will be at the key slots 44a.

. In assembling the arrangement shown in Figs. 4 to 6 inclusive, one front draft lug, and one section of the bolster center filler are welded to each half of the center sill. The two halves of the latter are then positioned a suitable distance apart, the lugs aligned and the sills welded down-turned flange 61.

along the top center as indicated at IIa. The bolster sections are then welded along the line A, B, C, D, E, F, and thus the whole structure ls welded into one unit. Afterwards, the striker 50a is positioned and welded.

In both forms of the invention, I prefer to notch the side edges'of the casting I4, I4a as indicated at B0, not only to reduce weight, but as the notches are located between the welds on the edges of the ribs, they serve to locate the welds and impart uniformity to the method of applying the castings to the center sill. I also prefer to use welded joints at the lower ends of the sides of the castings as indicated at 6I.

In this form of the invention it will be observed that the front ends of the front draft lugcastings are in vertical planes as shown at 12. In other words, the front ends are square so as' to abut against the rear edges of the sides of the striker 50a. This construction relieves the welds 62 at these points of strain due to forces acting on the draft lugs at 63. It will be noted in this construction that the flanges 64 are of elliptical form and extend completely around the key slots in order to properly position the front draft lugs.'

In the embodiment of the invention illustrated in Figs. 7, 8 and 9, the combined bolster center filler and rear draft lug casting is, of course, to be arranged in the center sills in the same manner as illustrated in Figs. 1 to 6 inclusive. However, in this construction, the middle ribs I8 and 39 of Fig. 2 have been replaced by single ribs 65, each of which has at its inneredge portion, an up-turned flange E6, and a These ribs are preferably on the center line of draft. Also in this form of the invention the front vertical ribs 68 have been thickened somewhat and ribs 69 addedA erly space the sills, and to permit welding of the side edges of the casting to the sills.

Many modifications of the invention will be l apparent to those skilled in the art'without departing therefrom or from the scope of the claims, and lsince the foregoing disclosure has been given by way of example, for clearness and' understanding, f1.0 unnecessary limitations should be understood and the appended claims should be construed as broadly as the state of the art permits.

What I claim and desire to secure by Letters Patent is:

l. In a draft structure for railway cars or the like, center sills having spaced walls, and a combined bolster center ller and rear draft lug casting arranged in the sills and having edge portions terminating at the inner surface of the center sills and united with the sills by welding.

2. In a draft structure for railway cars or the like',v center sills having spaced walls, and a combined bolster center filler and rear draft lug casting arranged in the sills and having edge portions terminating at the inner surface of the center sills and united with the sills by welded provided at their inner edge portion with reinforcing flanges, and ribsl being welded to the inner surfaces of said sills.

8. In a draft structure for railway cars and the like, center sills having spaced parallel substantially vertical walls, a cast metal combined combined bolster center filler and rear draft lug casting arranged in the sills and having edge portions terminating at the inner surface of the center sills and united with the sills by welded joints, the front walls of the rear draft lugs being reinforced by upper and lower longitudinally extending transversely disposed ribs which have their outer edges terminating at the inner surfaces ofthe walls of the sills and secured to said walls by welded joints, the rear end of each lower rib merging into the rear of a corresponding upper rib, and welded joints securing the inner edges of the upper ribs to the tops of the sills.

4. In a draft structure for railway cars .or the like, center sills having spaced walls, and a combined bolster center filler and rear draft lug casting arranged in the sills and having edge portions terminating at the inner surface of the center sills and united withv the sills by welded joint's, the front walls of the rear draft lugs beextending transversely disposed ribs which have their outer edges terminating at the inner surfaces of-the walls of the sills and secured to said walls by welded joints, spaced upstanding` walls extending across the casting belowthe lower ribs and having their side edges secured t0 the 1inner surfaces of `the wallsof the sills by welded joints, a king pin sleeve arranged between said upstanding walls,`ribs rigidly uniting the sleeve to the upstanding walls, and transversely disposed ribs extending in opposite directionsufrom the sleeve terminating at the inner surfaces of the walls of the sills and having their side edges secured to the walls of the sills by welded joints.

5. In a draft structure for railway cars or the like, center sills having spaced walls, and a combined bolster center filler and rear draft lug unit arranged in the sills and having edge portions united with the sills by welded joints, the front walls of the rear draft lugs being reinforced by upper and lower longitudinally extending transversely disposed ribs which have their outer edges terminating at the inner surfaces of the Walls of the sills and secured to said Walls by Welded joints, said unit being formed of a plurality of substantially symmetrical cast metal sections positioned at opposite sides of the longitudinal center line of the draft sills.

6. Ina draft structure for railway cars and the like, center sills having spaced parallel substantially verticalwalls, a combined bolster center ller and rear draft lug unit positioned between said sidewalls, said unit having a multiplicity of opposed side edge portions abutting against the inner surfaces of said walls, and welded joints rigidly uniting said edge portions with the inner surfaces of said side walls.

7. In a draft structure for railway cars and the like, center sills having spaced parallel substantially vertical walls, a combined bolster center filler and rear draft lug cast unit positioned between said side walls, saidY unit having side ribs extending longitudinally of the casting and bolster center filler and rear draft lug unit positioned between said walls, said unit having a multiplicity of opposite side edge portions formed by substantially vertical transverse ribs and sub fstantially horizontally disposed longitudinal ribs,

the outer edge portions of said ribs terminating at the inner surface of said walls and being secured to said inner surfaces by welded joints, the inner edge portions of certain of the vertical ribs being lleted and merging into certain of the horizontal ribs.

9. In a draft structure for railway cars or the like, center sills having spaced parallel substantially vertical walls, a cast metal combined bolster'center nller and rear draft lug unit positioned between said walls, said unit having a multiplicity of opposed side edge portions and rear draft lugs, welded joints connecting said side edge portions and the outer edges of said lugs to the inner surfaces of said Walls, said lugs being vertically disposed at opposed sides of one end of the unit, the unit having longitudinally extending substantially horizontal ribs forming certain of said side edges, and re-inforcing ribs joining said lugs to the upper ones of said longitudinal ribs.

10. In a railway car underframe center sill reinforcing means in the form of skeletal castings, each of said castings comprising a box-like central portion adapted to be welded around its inner perimeter with the abutting casting, an end portion of gradually diminishing depth designed to afford a tapering off section modulus tially horizontal ribs adapted to offer maximum resistance to end thrusts ywhen welded to said sill.

11. In a railway car an integrally formed center sill reinforcing skeletal casting comprising a central box-like portion with a center post and cored out Walls, and vertically arranged end portions adapted to be welded to a structural steel member forming the center sill ofthe car, one of said end portions having a depth diminishing gradually'from said central portion outwardly, thereby affording a gradually diminishing section modulus when said end portion has been welded to said structural member.

12, In a railway car an integrally formed center sill reinforcing skeletal casting comprising a central box-like portion with a center post and Y cored out walls, and vertically arranged end portions adapted to be Welded to a structural steel member forming the center sill of the car, one of said end portions having a depth diminishing gradually from said central portion outwardly, thereby affording a gradually diminishing section modulus when said end portion has been welded to said structural member, the other of said end portions comprising a plurality of parallel ribs adapted to offer maximum resistance to longitudinal thrusts when welded to said structural member. i

13. In a railway car an .integrally formed center sill reinforcing skeletal casting comprising a central box-like `portionwith a center post andyl cored out walls, and vertically arranged end portions adapted to be welded to a structural steel member forming the center sill of the car, one

v ing section modulus for said united members.

14. In a railway car underframe center sill reinforcing means in the form of skeletal castings,

eac-h of said castings comprising a box-like cein-r tral portion adapted to be welded around its inner perimeter with the abutting casting, and

an end portion of gradually diminishing depth designed to aiord a tapering off section modulus when welded to said center sill.

15. In a railway oar, a center sill structure comprising symmetrical rolled members adapted to be welded along abutting edges to form a center sill of inverted U section, and reinforcing means in the form of skeletal castings each comprising a central box-like portion and vertically arranged end portions adapted to be welded to the associated rolled member respectively, one of said end portions having a tapering formation adapted to afford a gradually diminishing section modulus when welded t0 the associated rolled member and-the other of said end portions having a plurality of substantially parallel spaced ribs with openings therebetween affording clearance for welding and adapted to offer maximum resistance to end thrusts when welded to said associated rolled member.

GEORGE T. JOHNSON. 

